First RR then GE. Is there a case to be made that we are experiencing a typical "bathtub curve" failure characteristic ? Or.....is it possible we are entering an area where these (very) high power plants have met their designer's limit of knowledge and capabilities ?

This report mentions the flight number but not the aircraft tail number. Would anyone happen to know the specific tail number of the aircraft involved with any certainty, and if so, how did you go about finding out the tail number?

This report mentions the flight number but not the aircraft tail number. Would anyone happen to know the specific tail number of the aircraft involved with any certainty, and if so, how did you go about finding out the tail number?

I have been outta my game ( look at the Login name ) for 5 of the last six years but I have been an Avid PPRuNe watcher - - - - -, Thats why I guess I am back in the game for a little while longer ! I read the A380 Trent 900 Qantas reports and saved every detail . - - re-read it a couple of times too . My wife bought me the Book that the pilot wrote ( De Crespigny ,QF32 )- - - then I met the guy last week at a Conference and had a chat with him - - , I think he will never forget the events and I now think he is a Lucky Hero !.

But what gets me slightly puzzled about this series of events Emirates ( A6-EDA GP7270 ) are the words " Uncontained Failure " and the total silence on real detail since 17/11/12 - - -.

Any more details ? - - a bland "time on wing" and approximate problem from the Aviation Herald and really nuthin else ?? - - What about the Analysis - - , the why's and whats ??

I am almost prepared to believe that there is a bit of a conspiracy of silence - - - . De Crespigny ( The QF pilot ) is doing a good job of restoring Rollers reputation - - but If I worked for Rolls I would think that the jolly old PPRuNe guys who can winkle anything out had some Slight preferences in engines that they write about ?

First RR then GE. Is there a case to be made that we are experiencing a typical "bathtub curve" failure characteristic ? Or.....is it possible we are entering an area where these (very) high power plants have met their designer's limit of knowledge and capabilities ?

As I understand it, evolution in technology is similar to biological evolution in that it happens in leaps and plateaus, not a steady plod. I seem to recall the engines on the early 747s, which were the biggest in their day, much like the A380's now, had similar recurring problems. I suspect the next big leap will initially suffer, too.

A societal thing? The case can be made that in a culture where almost all the people allow others to make decisions for them, there will be an environment of acceptance....

Can anyone come up with a more disturbing in flight emergency than an incontinent engine at altitude? Cabin fire? Loss of vertical Stabilizer?

The culture is adversarial...there is much to be gained by maintaining a level of ignorance in the client base. How is this done?

Post incident "damage control". But there is a balance to be struck, when the client base is not informed, and subject to unwarranted and hysterical press.

QF 32, a case in point? The appetite for hysteria is satisfied; once encountered, any anomalous near-disaster becomes less interesting, especially when there is a "hero" or three to trot out, to solidify our need to be protected from danger.

Minimize the good Captain? Not at all, his work, and that of his mates was exemplary. The technical issues were initially not popularly known, became so, and have now retreated back into the protective coccoon of proprietary issues, and minimized data.

No one has written a book about the initiating technical problems. That is a book I would buy. A book about a competent crew doing what they are paid to do?